Electric railroad system



June 14, 1932. R. CRETER 1,862,736

ELECTRI C RAILROAD SYSTEM Filed June 6. 1928 s Sheets-Sheet 1 WITNESS BY Qv TD'iN EYS June 14, 1932. R. CRETER I ELECTRIC RAILROAD SYSTEM Filed June 6, 1928 3 Sheets-Sheet 2 INVENTOR if/cfl/m) CRETER Q-W ATTORNEYS lune 14-, 1932. R, CRETER ELECTRIC RATnRnAn SYSTEM 5 Sheets-Shet Filed June 6. 1928 INVENTOR RICHARD CRETE/i @Qvmfilw ATTORNEYS E F mi n w awn Mm \l HHHHMM. I Q 1| :1 I mi WITNESS Patented June 14, 1932 PATENT OFFICE RICHARD CRE'IT'ER, OF NEW YORK, N. Y.

ELECTRIC RAILROAD SYSTEM Application filed June 6, 1928.

This invention relates to electric railroad systems, and more particularly to a safety system for electric railroads for the prevention of collisions.

An object of the invention is to. provide an electric railroad with a safety system which is capable of automatically cutting oh the electric energy in the third rail or equivalent means feeding a posterior train and thus stopping the said train and preventing it from colliding with an anterior train.

Another object is to incorporate a signal in my new system which will warn the operator of the train of the traflic conditions on A further object is the provision of an auxiliary device in the air brake system which will automatically apply the air brakes when the train has entered a dead Zone.

Other objects and advantages of the invention will become apparent from the following description taken in conjunction with the accompanying drawings, in which Fig. 1 depicts somewhat diagrammatically a miniature railroad system having my invention embodied therein;

Fig. 2 shows in a diagrammatic manner an electric railroad system embodying my invention which has a main and a local spur track;

Figs. 3, 4i, and 5 are views similar to Fig. 2 except that they show modified systems;

Fig. 6 illustrates a signal device for use in the system depict-ed in Fig. 1;

Fig. 7 is a fragmentary detail view, on an enlarged scale, of the upper part of the signal device shown in Fig. 6;

Fig. 8 represents the signal device used in the electric railroad system illustrated in Fig. 5; and

Fig. 9 illustrates an auxiliary device for automatically releasing air to the air brakes when the train enters a dead zone.

Generally speaking, the present. invention contemplates incorporating an automatic power cut-off system for preventing collisions in an electric railroad at critical portions thereof and in such a manner that a posterior train approaching an anterior train has the electric energy therefor automatically cut oii Serial No. 283,265.

when the posterior train attempts to proceed into the same block or the same sphere in which the anterior train is located.v In addition to cutting off the electric energy from the third rail or supply wire feeding the posterior train, my invention provides a signal device which is positioned at critical points so as to be in full view of the operator of the posterior train and to indicate whether the block ahead of him is clear or is obstructed with trafiic. In case the operator does not apply the air brakes on the train my auxiliary device which is incorporated in the power circuit and the air brake system automatically causes the application of the air brakes to stop the train. By including the aforesaid features of my invention in an electric railway system collisions of a posterior train with an anterior train is absolutely prevented and all possibility of such collision-s is eliminated.

Reference is now to be had to Fig. 1 which depicts an embodiment of my invention in the form of a miniature railroad system commonly used as a play toy. The reference character A designates an anterior train which is running on an outside loop 0 of a closed railway track C. On the inside loop I of the railway system a posterior train P is operating on electric energy derived from a common source F, such as an electric generator of any well known type. The electric energy is fed to the trains by means of a third rail T, which is illustrated as being between the two railroad tracks.

Located at a critical or control point in the railroad system, which is herein shown as at the beginning of the curved portions of the tracks prior to their converging into a common return track R, is an automatic power cut-oii system designated generally by the letter S. This automatic cut off system, broadly stated, consists of an electro-magnet circuit M which is connected to a live section L of track and an armature circuit K which is connectedto a dead section D of track which is capable of being rendered dead, i. e. of being de-energized when a train is in the live section L which is ahead of the dead section 1) or is in conflicting relation therewith. The

electro-magnet circuit M may be composed of a magnet 1 (or solenoid or equivalent device which is connected in series with one trac and the third rail by means of conductor 2 leading to the outside track and con ductor 3 leading to the third rail via resistance 4. By inserting this resistance in the magnet circuit the intensity of the electric current can be reduced to any desired value.

Shunted across the magnet circuit is an electric circuit containing a signal device. This device is herein illustrated as an electric light 5 which is fed with electricity by conductors 6 and 7 from joints 8 and 9 respectively in the magnet circuit. he electric light may be positioned in any appropriate position with respect to the outside loop but is preferably located between the front of the anterior train and the point where the magnet circuit is connected to the third rail and track so that the signal is visible to the anterior train before it proceeds into the curve Z which leads into the return track R.

Associated with the inside loop I is the armature circuit K or counterpart of the electro-magnet system described hereinabove. In the armature circuit an armature 10 is positioned adjacent to and in cooperative association with the end of magnet 1 and is adapted to swing about pivot 11 when the magnet is energized and de-energized. The armature 10 is normally held out of contact with the end of the magnet by a spring 12 which holds the armature against contact 18 or some other appropriate switching apparatus capable of operating on the voltage utilized in the third rail, and thus establishes an electrical connection between conductors 14 and 15. These conductors are connected to portions of the third rail which are separated by an insulating block 16 so that the third rail circuit is only completed when the armature 10 engages contact 13. By inserting another insulating body 17 in the third rail, a section of track extending between blocks 16 and 17 herein known as the dead section, can be energized and de-energized according to whether the armature 10 is in engagement with contact 13 or out of engagement with it.

A signal device depicted herein as an electric light 2 0 which is energized by electricity flowing through conductors 21 and 22 leading to a track of the inside loop and the line 14 and third rail respectively. Light 20 illuminates two signals consisting of a right hand signal emitting red light for the anterior train and a left hand signal emitting green light for the posterior train. A description of the aforesaid signal will be given hereinafter in greater detail.

The operation of the aforesaid electric railroad system embodying my invention is obvious to those skilled in the art. When the anterior train enters the live section L of track by passing over insulating block 19 interposed in one of the tracks of the outside loop, the magnet circuit M is energized, i. e. acircuit is formed from the third rail through the train to the aforesaid track and through conductor 2, magnet 1 and back through resistance 1 and conductor 3 to the third rail. The electrical energy which passes through the electro-magnet circuit energizes magnet 1 and attracts the armature 10 against the end thereof, thus withdrawing the armature from contact 13 and opening or breaking the circuit between conductors 14 and 15 which are associated with parts of the third rail on each side of insulator 16. Due to the passage of current through the electro-magnet system, light is illuminated so that the right hand green light indicates to the anterior train that it is safe to proceed. The same light illuminates a left hand red signal lightwhich is adapted to warn the posterior train it is dangerous to proceed. In addition to warning the posterior train of the danger ahead of it, armature breaks the third rail connection so that no electrical energy flows through conductor 15, armature 10 and return conductor 14, connected to the portion of the third rail which is isolated by insulating blocks 16 and 17. The dead section of the track coincident with the dead or de-energized third rail section is of such a distance that the train even though proceeding under substantial velocity will be slowed down and practically come to a stop by the time it reaches the automatic cut-ofl' system S. Of course, if the brakes are applied to the train as soon as the train enters the dead section, then the train will be stopped within a very short range. Under these conditions it is safe for the anterior train to proceed and pass the automatic power cut-ofi" system S and to continue its journey.

After the anterior train has left the section of track defined by insulating blocks 18 and 19, the circuit feeding the magnet 1 will be broken and consequently the magnet will be de-energized. As soon as the magnet is de-energized, spring 12 pulls armature 10 away from the end of the magnet and brings it into engagement with contact 13, thus completing the circuit between conductor and return conductor 11. The section of third rail between insulating blocks 16 and 17 is thus energized again and electricity flows to electric light 20. This light illuminates a left-hand green signal which indicates to the posterior train that it is safe to proceed, and which also warns any train on the outside loop that it is dangerous to proceed.

It will be noted that by the incorporation of my improved system in an electric railroad, it is practically impossible for a pos terior train to run into and collide with an anterior train because I provide in addition to signals, an automatic power cut-off system which automatically shuts off the power feeding the posterior train.

Although I have described my invention in connection with a miniature train system which is intended to be operated as a toy, it will be observed that the same principles can be embodied in a regular railroad system and accomplish the same ends.

In Fig. 2 I have illustrated a railroad system having a main line which is fed by a spur local road. The main line is intended for through trafiic or express traffic, whereas the local line is intended for trains which stop at a. great many intermediate stations one of which I have illustrated in the drawings.

The numeral 30 designates the main line and the numeral 31 the local line. Just ahead of the unction 32 of the main and local tracks I provide my automatic power cut-off system S. The cut-off system is similar in structure to the system described hereinabove and consists, structurally speaking, of an electromagnet circuit M associated with a live section of track L and an armature circuit K operatively connected to a dead section D of track.

In this example the live section L is illustrated as a portion of track on the main line defined by insulators 18 and 19 incorporated in one of the tracks 35 and the dead section D is illustrated as extending between insulators 16 and 17 interposed in the third rail T of the local track. The magnet circuit is arranged and connected to the express track in the same manner as the magnet circuit is arranged and connected to the outer loop of track in Fig. 1 and the armature circuit is arranged and connected to the local track LT in the same manner as the armature circuit is arranged and connected to the inner loop I of track in Fig. 1. In view of the fact that the arrangements and connections are the same as in the example described under Fig. 1, it will not be necessary to repeat the same description at this point.

lVhen the express train passes into the live section L defined by insulators 18 and 19, the express train completes the circuit leading to the magnet. In this magnet circuit current flows from the third rail T through the train to track 35 and into conductor 2 and magnet 1. By selecting a resistance 4- of proper size any desired amount of current can be permitted to flow to the electric magnet 1. l Vhen electric current energizes the electromagnet, armature is attracted to the end of the magnet and is withdrawn out of engagement with the contact 13. When this occurs the circuit constituted by conductor 14, armature 10 and conductor is broken so that the dead section D of third rail T associated with the local track between insulating blocks 16 and 17 is deenergized or rendered dead. A local train,

therefore, which is in this section of track will not receive any power and consequently will not be able to operate or proceed. This means that even though the operator of the train on the local track disregards the red signal caused by the illun'iinat-ion of light 5, he will not be able to proceed because there will be no electrical power in the third rail between the insulating blocks 16 and 17. It

is therefore perfectly safe for the express I train to proceed right through on the main line.

After the express train has passed beyond insulating block 18 the electro-magnet in the automatic power cut-off system is again deenergized and the armature 10 is pulled by the spring 12 against contact 13. hen this occurs electric li ht 20 is illuminated so that it causes a right hand signal to emit a green l? lit and a left hand signal to emit a red light. The local train can, upon the illumination of fight 20, then proceed because the section of the third rail T is again energized by electricity flowing from conductor 14, armature 10 and conductor 15.

A one track railroad system is shown in Fig. 3 to exemplify an embodiment of my invention in this type of railroad. In order to avoid rear end collisions in a one track system, I incorporate my system in the railroad at critical points thereof. Thus, for example, I position my automatic power cutoff system S at point X on the track a considerable distance ahead of the railroad station. This distance, of course, will vary with the particular circumstances and conditions but one skilled in the art will be able to select a distance which will be appropriate for the protection of the operation of an anterior train A so that there will be no possibility of a collision with a posterior train P.

The automatic power cut-off system has an electro-magnet circuit M connected to a live section L of track and has armature circuit K connected to a dead section D of track in the same manner as explained hereinabove.

The armature circuit K is connected to a dead section D of track at a point 13 which is isolated from the third rail by an insulating block 18.

Associated with the insulating block 19 is a cooperating insulating block 18 at an antecedent point in the third rail T. This section herein known the dead section I), is adapted to be cut-oil from the electric power flowing in the main line T, T. Ordinarily I prefer to have the section of track defined by blocks 18 and 19 of such a distance that a train proceeding at a considerable velocity will slow down and practically come to a dead stop even though the brakes have not been applied by the operator of the train upon coming into the aforesaid section of track.

In the section of the track associated with automatic power cut-off system S, I interpose insulating blocks 16 and 17 in one rail so as to define a live section L of track within which my automatic cut-off system will become operative. For example, when the anterior train A gets into the section defined by blocks 16 and 17, the electro-magnet circuit is completed and energy flows from the third rail through the circuit so as to energize magnet 1. The magnet thus being energized, attracts armature 10, as eX- plaincd hereinabove, and thus breaks the circuit constituted by conductors 14 and 15 and their associated third rail sections. Energy no longer flows from the third rail T, T through conductors 15 and 14 to the dead section D of the third rail between blocks 18 and 19. This latter section is thus rendered dead or inactive so that no power can be obtained by the posterior train P upon entering this section of the track. The posterior train therefore, is automatically slowed down and brought to a stop by friction, and, thus, the possibility of any collision between the posterior train and the rear of the anterior train is absolutely eliminated.

After the anterior train A passes beyond the insulating block 16 the electro-magnet 1 is de-energized and the armature 10 is pulled into contact by spring 12 with contact 13. Thus the third rail T, T is again connected to the third rail between blocks 18 and 19 by conductors 15, 10 and 1.4. When this latter circuit is completed electric light 20 which is connected to conductor 15 by an electric connection 21 and to the rail by conductor 22, is illuminated and signals to the operator of the posterior train P that he may proceed with safety.

In some of the figures of the drawings I have shown the conductors 14 and 15 of the armature circuit, which connect a portion of the third rail located in the dead section to the rest of the third rail as being quite long. In actual practice, however, the armature and magnet would be placed in close relation to insulator block 18 so that the heavy current-carrying conductors 14 and 15 would be relatively short and the light conductors 2 and 3 leading to the electro-1nagnet would be relatively long. By arranging the parts in this manner a more economical installation may be made than when a large amount of expensive heavy copper conductors are used.

The principles of my invention are incorporated in another single track system depicted in Fig. 4. In this figure a station is shown which has an anterior train A in front of it. A posterior train P runs on the same track with the anterior train, but by the incorporation of my automatic power cut-elf system in this system in the same manner as described under Fig. 3, all possibility of rear end collisions between the anterior train A and the posterior train P is absolutely eliminatedv In view of the fact that the arrangement of elements and structural features is the same as that system illustrated in Fig. 3 and described hereinabove, it will not be necessary to repeat the said description at this point.

The signal device which I prefer to use in conjunction with the railroad systems de scribed hereinabove is illustrated in Figs. 6 and 7. Signal lights 5 and 20 are mounted on a support 100 which is secured within a metallic casing 101 of any appropriate type or design. In these figures light 5 is shown as being mounted on the lower side and light 20 on the upper side of partition 112, although it is to be understood that in some cases the positions of these lights will be reversed to suit the requirements of the particular railroad system. Casing 101 is provided with well known ventilating means such as holes 114 and is secured on the top of a pedestal 102 which may be set upon a concrete foundation in the ground or upon any other suitable structure. At the base 103 of the pedestal binding posts 104 and 105 are provided for making connections with the signal conductors connected to lights 5 and 20 respectively. In the enlarged fragmentary sectional view shown in Fig. 7 conductors 106 extending from the binding posts 104 to signal light 5 and conductors 107 extending from binding posts 105 to signal light 20 may be clearly seen.

The face of the casing has four glass windows 108, 109, 110, and 111, windows 108 and 1.11 being green and windows 109 and 110 being red. Within the casing partition 112 divides the casing into an upper portion containing light 20 and a lower portion containing light 5. WVhen light 20 is illuminated in the upper portion a green light is emitted by window 108 and a redlightbywindow 109, whereas when light 5 is illuminated in the lower portion, a red light is emitted by window 110 and a green light by window 111. In practice, as described heretofore, signal light 20 when illuminated gives a green signal to the train on the track at the left side of the signal device and gives a red signal to the train on the right side. Signal light 5 when illuminated gives a green light to the train on the right side of the signal device and a red light to the train on the left side of the device. Of course, only one signal is operating at one time so that there is no confusion to the train operators.

In order to facilitate the observation of the signals by the train operators an outwardly projecting vertical web 113 is located on the front of the casing 101 between the two :71

My invention is equally applicable to a railroad system in which the tracks cross each other at some angle, say degrees, as illustrated in Fig. 5. The main line in this illustration is designated by the letter M and the local line by the letter L.

When an express train XT comes within the live section L of track limited by insulating blocks 16 and17 which are interposed in the same rail, my automatic power cut-off system S is caused to come into operation and automatically cut 05 the power in the third rail T feeding the local train LT. The elements constituting my automatic power cut-01f system are the same as those described hereinbefore and a discussion thereof will not be repeated. It is sufiicient to say that the electro-magnet circuit M is connected to the main line M whereas the armature circuit K is connected to the local track L. Thus when the express train X-T gets into the live section defined by the insulatin blocks 16 and 17 the electro-magnet circuit is completed and the electro-magnet energized so that the armature is attracted thereto. This breaks the circuit between a portion of the third rail 52 and another portion of the third rail 53 so that the third rail T between insulating blocks 18 and 19 is rendered dead. The local train therefore has no power and cannot proceed across the main line track. Consequently it is perfectly safe for the express train, seeing a green signal emitted by light 5 in signal device C to proceed at its usual speed. Light 5 also lights a red light warning the operator of the local train that he cannot go any farther and should apply his air brakes.

It will be apparent from the aforesaid de scription that my system can be applied with equal success to a cross railroad system.

The signal device C consists of a casing of rectangular cross-section which is mounted upon a pedestal 121 as may be clearly seen in Fig. 8. Since the construction of the pedestal 121 is similar to pedestal 102 with its auxiliaries, the description will not be repeated for pedestal 121. Signal light 5 is mounted on a horizontal partition 123 and is adapted, when illuminated, to cause the emission of green light from the green wii dow 124 and of red light from the red window 125. The green signal from window 12a facing the main line l\ is intended for the express train whereas the red signal from window 125 facing the local line L is for the local train. In the lower part of the signal device light 20 is mounted on base 127 which has a red window 126 and a green Window 127 associated therewith. lVhen light 20 is illuminated window 126 emits a red light for the express train on the main line and window 127 emits a green light for the local train on the local line.

In Fig. 9 I have depicted, in a somewhat fragmentary manner, my improved auxiliary device adapted to be incorporated in the air brake system of a train so that if the operator of a train fails to apply the air brakes of the train upon coming into a danger or dead section, the auxiliary device will automatically apply the air brakes. In the auxiliary device conductors and 151 are connected in the power circuit of the train which is fed with electrical energy from the third rail or equivalent system. Conductor 150 is connected to an elcciro-magnet 153 through a resistance 152 and conductor 151 is connected directly U0 the elec'tro-magnet. Operatively associated with the electro-magnet is an armature 15% which is mounted on pivot 156 and which is herein shown as attracted to the core 171 of the electro-magnet against the tension of spring 155. At the other side of the pivot 156 a hook 157 is provided which engages the end of a crank 160. This crank is rotatable about the pivot 1"2 and has a tension spring 161 attached to the other end.

A link 163 is secured to an arm 165 which a-ctuates a valve 166 in a by-passair line 167. This by-pass line is connected to pipe 168 leading from the compressed air tank (not shown) and to a pipe 170 leading to the air brakes not shown). In the pipe line 168--17O the usual manual air brake control mechanism 169 is incorporated in the customary manner.

IV hen a train is equipped with my auxiliary device proceeds into a danger or dead Zone of track, the auxiliary device automatically causes the application of the air brakes to stop the train. In a dead section, as pointed out heretofore, the third rail or equivalent electrical conductor is de-energized so that no electrical energy flows to the train. As soon as the power circuit on the train is die-energized the electro-magnet 153 becomes d-e-energized and cannot hold the armature to the core 171 against the tension spring 155. This causes armature 154 to pivot about 156 and move hook 157 downwardly, thus permitting the release of crank 160. Spring 161 pulls crank against stop 16 1, and, thus, causes movement of link 163 and arm 165. By turning arm 165 the air valve 166 is actuated to open the valve and permit air to flow from the air tank line 168 through by-pass 167 to pipe 170 which leads to the air brakes. Air thus passing through pipe 170 to the air brakes causes the application of them to stop the train. In this manner the train is automatically stopped as soon as it has entered into a dead section of track which has been de-energized by the operation of my automatic power cut-off system. It will be observed, therefore, that even if the operator of a train fails to apply the brakes of the train for any reason at all, my auxiliary device will automatically apply the brakes andwill cause stoppage of the train, thus insuring the safety of the passengers and positively preventing any collisions. After the train has come to a stop and before it begins to proceed again the operator of the train re-sets the auxiliary air valve 166 and mechanism associated with the electro-magnet 153 so that it is in condition for operation again. It is obvious, of course, that wellknown mechanism may be used for resetting the air valve.

It will be noted that my invention provides an electrical railroad with an automatic safety system which insures absolute safety to the trains operating on the railroad and which eliminates the possibility of collisions between trains running on the same track or on conflicting tracks. The incorporation of my system in underground railways, such as the subways of New York, will make it possible to prevent accidents resultant from collisions and to permit the operations of trains by relatively inexperienced operators.

\Vhat I claim is 1. In an electric railroad system the combination which comprises a live section of railroad track, a second section of track conflicting with said live section and capable of being rendered dead and an electro-magnet circuit connected in shunt with the power circuit of said live section of track, an armature circuit connected in series with the power circuit of said second section of track, saidelectro-magnet circuit and said armature circuit being associated with each other in such a manner that when a train is located in the first-named section of track the electric power is cut off in the power circuit of said secondnamed track, and a signal system electrically connected with said electro-magnet circuit and said armature circuit in such a manner :as to operate and signal to an anterior train in the live section to proceed and to a posterior train in the second section to stop.

2. In an electric railroad system the combination which comprises a live section of railroad track, a second section of track conflicting with said live section and capable of being rendered dead and an electro-magnet circuit connected in shunt with the power circuit of said live section of track, including an electro-magnet, a resistance element connected in series with said electro-magnet circuit to reduce the voltage, an armature circuit connected in series with the power circuit of said second section of track, said electromagnet circuit and said armature circuit being associated with each other in such a manner that when a train is located in the firstnamed section of track the electric power is cut off in thepower circuit of said secondnamed track, a signal connected to said electro-magnet so as to emit a green light to an anterior train in the live section of track and a red light to a posterior train in the dead section of track only when a train is located in the live section of track, and a signal conmy hand.

RICHARD CRETER. 

